Side-rail form for concrete pavements



M. S. HOTCHKISS SIDE RAIL FORM FOR CONCRETE PAVEMENTS Filed April e. 19.23 2 swamps; 1

Fl 5.1. J 4 It a Aug. 4, 1925.

- 1,548,038 M. s. HOTCHMSS SIDE RAIL FORM FOR CONGRETH PAVEMENTS Filed April 6.. 1923 2 Shoota-hoet 2 ATTQRNEY.

WNTOR T Iv Patented Aug. 4, 1925 I ame, srAT s PATENT ()FFICEQ MARK s. HOTCHKISS, or BiNGHAMTom NEw YoRK.

sins-nail. FORM FOR CONCRETE PAvEMniirs.

, Application filed April 6,1923. Serial No..630,22 5.

7 To an wh'om z't may concern:

Be it known that I, Mann S. 'Ho'r'oHKiss, a citizen o'fthe United States of America, of Binghan ton, inthe county of Brooine,in the State of New York, have invented new and useful Improvements in Side-Rail Forms for Concrete Pavements, of whichjthe fOl'- lowing, taken in connection'with the accompanyingvdrawings, isafull clear, and exact description.

' This invention relates to aside rail form for concrete pavementsof the class set forth in my pending application, Serial-Number 464 631, filed April 26, 1921, excepti thatthe rail is somewhat Lshaped"incross section and that its top portion overhangs the base plate and is provided with a downwardly projecting fiangealong itsouter longitudir nal edge adapted tobe engaged by one or more braces which rest upon the base plate to brace the entire rail and particularly; the free edge of the top and thus permits the passage of vehicles and other loads across thetop portion of .the rail with less liability of springing or otherwise deforming the rail.

of this character of relatively. thin sheet metal not only for, the purpose'of economy lIl Il1&l111fLQft1lG but mainly to facilitate the handling thereof in placing and removing the rails, it being understood that these rails are only temporarily used to define the outlineot the pavement and are then removed and replaced in other positions as the work progresses. i

v Another object is to provide means whereby the braces and railsniay be secured in place .by the same stakes which are driven into the ground through registering aper- Figure-l isa top plan of a portion of a' pavement form SllOWlIlgOPPOSltQ rail sec-- tions held in parallel spaced relation by cross braces constituting dividers for block I w I I I The ad acent ends of the sections l are temporarily coupled together by braces 3 ing off the pavement insimilar lengthwise sections. I, i

The main object is a; provide a 1 0m Fran Figures 2, 3-and 4 are transverse sectional views taken respectively on lines;22, 3 3 and 4t-4;, Figure 1. Figure 5 is a transverse vertical sectional view taken on line 55, Figure-1.

Figure 6, is a'perspective'view of one end of one of the rail sections and one or" the Figure? is an inverted plan of portions of the adjacent ends or the two rail sections showing the means for alining'them Warticallyf Figure 8 is a perspective view of the cou pling brace shownin Figure 6.

Figure 9 is'a longitudinal sectional View partly brokenawayjtaken on line 99, Figire7.-

Figures 10 and 11 are perspective views of; different formsof braces used in supportngthe outer edge of the top of the rail sections.

' In Figure l is shown a pair of rail forms inparallel spaced relation' according to the widthof pavement required to form the lengthwise edges of said pavement as the inter-vening space [is progressively filled in with concretel or, other more or less plastic material preferably heldin spaced relation parallel transverse partitions or braces which i also, serve as dividers for narking oil? the pavement into blocks of uniform length, said rails being preferably of comparative thin sheet'metal of L-sh aped cross section with their upright webs or sides fac ing eachother wi'thjbraces at suitable intervals lengthwise thereof; between the top and bottom portions for stiffening and aliningpiirposes. Each rail is preferably made in sections 1 of convenient length for handling, ar-

ranged end to end' and having the bottom portions of their adjacent. ends provided with lengthwise extension .2"those of one section projectingfa, relatively short distance along and against the underside of the next adjacent sectionito form a seat therefor, and thereby-to hold the adjacent ends coupling braces'in operative position there- Y on ready to receive the ad acent rail section.

in horizontalalinement or in the same horizontal planewithout in any way interfering with the .l:'ree,operation of the sections when.

desired. c

which also serve to aline the meeting ends both vertically and laterally and to assist in supporting the top portions of the rail against downward deflection under load as will be hereinafter more fully explained.

Additional braces 4 and may be placed at suitable intervals along the, rail sections between the top and bottom thereof for further supporting the top plates against downward deflection under load.

The several rail sections -1 and braces are constructed and assembled in such manner'as to enable them to be constructed of comparatively thin sheet metal which not only greatly reduces the cost of manufacture, but also facilitates the handling there .of thereby greatly expediting the worlr of placing, removing and transferring the forms. 7

The means for temporarily holding the rails in transversely spaced relation preferably consists of thin sheet metal plates -5 arranged in longitudinally spaced relation at suitable intervals along and between the rails and interlocked therewith in a manner hereinafter described, so that they may be easily removed and replaced at will.

As illustrated, each rail section -1 is substantially L-shaped in cross section and comprises a substantially flat upright web --5-, a base plate 7- and a top plate 8-, said base plate and top plate being integrally united to the lower and upper longitudinal edges of the web -6 and projecting laterally to one and the same side thereof in parallel, vertically spaced 1 6121 tion so that the top plate 8 may overhang a portion of the base plate -7.

The base plate 7- is of suflicient width to enable it to support the rail section in an upright position when resting upon the ground or other suitable support and is of relatively greater width than that of the top plate -8.

That is, the top plate is relatively narrow as compared with the width of the bottom plate and .is provided along its outer edge with a relatively narrow downward turned flange -9 in spaced relation to the web 6- to form a channel 10 in the under s'de of the top plate for receiving portions of the braces 8, 4l and -l.

The web 6 may be of any suitable vertical height according to the thickness of the concrete which is to be laid between the rails, but in all cases the top plate -8 and its flange 9 will be some distance above the base plate -7 to permit the free insertion and removal of the braces 8, l and -aby lateral movement thereof toward and from the web -6-.

The base plate 7- is substantially flat and disposed in a plane at right angles to that of the web 6 so as to cause the latter to stand vertically when the base rests upon the ground or other horizontal support, and is provided at suitable intervals just inside of its outer edge with holes -11 for receiving stakes as co which are driven therethrough into the ground to hold the rail section in a relatively fixed position against lateral movement when properly set, until limited by stops a thereon.

The top plate 8 between the flange -9 and web --6 is also substantially flat and disposed in a plane at right angles with that of the web, and, therefore, parallel with that of the base plate -7-.

The down-turned flange 9 along the outer edge of the top plate 8 is also substantially flat and disposed in a plane at right angles to that of the top and therefore, parallel with that of the web 6 and serves not only to stiffen the top plate but also to form with the web, the intervening channel 10-.

The coupling brace -3-- is also substantially L-shaped, but relatively short as compared with the length of the rail sections and comprises a substantially flatupright web 12, a base plate 13, and a top plate -14-, the base plate and top plate being formed integral with the lower and upper edges respectively of the web 12 and are disposed in planes at substantially right angles thereto but extend laterally in opposite directions therefrom.

The web -12 is of substantially the same vertical height as the distance between the base plate.? and top plate 8 of the rail section 1 and therefore, approximately equal to the inner face vertical width of the web 6, while the transverse width of the top plate -14 is substantially equal to the distance between the flange 9 and web 6' and is provided along its outer edge with a down turned flange 15.- for stiffening purposes and also to form a flat bearing face engaging the inner face of the web -6- when the parts are assembled.

T he top plate --1l is, therefore, seated in the channel 10- against the underside of the top plate -8 while the base plate -l3 rests upon the upper face of the base.

plate 7 of the rail 1- thus position ing the web 12- in parallel spaced relation to the web. 6 and permitting the coupling brace -3- to slide freely lengthwise over and upon the adjacent ends of the rail sections 1 before the stakes are driven in place.

The base plate 13 of the coupling brace -3 is provided with vertical openings --16 adapted to be brought into reg: istration with similar openings -.11 in the adjacent ends of the base plate 7 of the rail sections for receiving stakes as 12 whereby the coupling brace 3 and plate 8-,

adjacent ends of the rail sections 1 will be held against endwise or lateraldisplaceupon the meeting ends of therails :is particularly simple and expeditious in that it is only necessary to bring the meeting ends of the rails into fairly approximate alinernent after which the brace is slightly tilted with its top, plate registered with the channel --'10Jand then the bottom; plate is pushed inwardly thereby crowdingthe top plate 14 between the opposite side walls I railsections"1 spot welding or other suitabler'fastening IIlQfiIIStQtllG undersides of the base plate of the channel V1O' and at the same time bringing tl e base'plate -13 into close contact with the upper face of; the base plate 7 of the rail sections following which the coupling brace may be adjusted endwise to register its slots 16 with the slots 11 to permit the passage ofthe stakes -l2 therethrough. I

These stakes are usually tapered at their lower ends and serve to automatically draw the meeting ends of the rail sections together as the stakes are driven into the ground, it

being understood that when the meeting ends of the rail sections are brought together, the extension -2'- on the end of each rail section will'be extended underthe next adjacent section thereby assuring a close horizontal alineinent of said rail sections in addition to that afforded by the coupling brace The braces as -4-,and 4:- for supporting the intermediate portions of the free edges of the top plates 8 of the rail sec tions 1. are also substantially L-shaped, the upright portions thereof being of substantially the same height as the distance between the base plate -7. and top plate '-8 so that their bases as -17 and 17 may rest upon the upper faces of the base plate 7" while their upper edges are provided with inner and outer flanges 18 and -19 as shown in Figure 10 or 18 and -19'- as shown in Figure 11, the flanges of each brace being disposed in different vertical planes in spaced relation to form intervening grooves 20 and -20- for receiving the flange 9.*

The base plates 17- and 17 are provided with vertical openings 21 and 21 adapted to register with similar,

openings 11 in the base plate of I the rail section 1 for receiving the stakes '12 which serve to hold the braces in operative position in addition to their main function of holding the rail against lateral or longitudinal displacement.

These braces and -4tare also relation to the web 6 of the rail directly underthe free edge of flange c9 of-the .top plate 8 so as to additionally stiffen the latter against downw'ard deflection imder loadv and, for example, in moving vehicles and other objects across the rails.

V The -QXteI1 S1OIlS 2"0I1 tlie' ends' of the are preferably secured by 7 so vastoproject a short distance be yond the ends thereofwhereby the extension of each plate forms a seat for the end of the next adjacent plate and greatly assists in alining' the plates in the same horizontal plane. I

The partitions ,5- are preferably made of sheet metal of any suitable lengthaccord ing to the width of the pavement which is" to be laid and serve as spacing members arranged at intervals throughout the length of the rails, and also serve to divide'the pavement of the blocks.

the upper portion of each plate are provided with lateral hook-shaped extensions 22 adapted toenter slots 23-- in the upper inner corners of the rail sections'by downward sliding movement thereof, between the rails, the remaining portions of the ends of each partition being substantially straight and vertlcal so as to abutagainst the inner faces of the rails and thereby to assist in holding themin parallel spaced relation against inward displacement while the hook-shaped extensions engaging the outer faces of the webs 6' hold the plates I work accomplished for a definite period of' time,.but it is evident that certain changes maybe made in the structural details: without departing from the spirit of this invention.

I claim: j 1. A side-rail form for concrete pave ments comprising a substantially L-shaped rail section havinga laterally projecting top portion overhanging its base portion in spaced relation thereto, and a substantially L-shaped brace section having its base and V a 95 For this purpose, the opposite ends of top portions engagingrespectively the base portion and overhanglng top portion of a;

rail section, the bases of the rail and base sections being provided with registering openings for receiving stakes adapted to be driven therethrough into the ground.

2. A side-rail form for concrete paveinents comprising a substantially L-shaped rail section having a laterally projecting top-portion overhanging its baseportion in spaced relation thereto, and a substantially L-shaped brace section having its base and top portions engaging respectively the base portion and overhanging top portion of a rail section, the base of the railsection being provided with an end extension for receiving and supporting the end of another similar rail section at the same level.

3. A side rail form for concrete pave inents, comprising L-shaped rail sections arranged end to end and provided with laterally projecting top portions overhanging their base portions in spaced relation thereto and L-shaped brace sections extending across the meeting ends of the rail sections between and against the bases and overhanging top portions of the rail sections, and stakes passed through registering openings in the bases of the rail and brace sections and adapted to be driven into the ground.

7 In Witness whereof I have hereunto set my hand this 30th day of March, 1923.

MARK S. I-IOTCHKISS. Witnesses: I

MARY R. HOTOHKISS, Benn-AH R Yn'r'rnn. 

